Explosive-engine.



J. P. CARLSON.

4 EXPLOSIVE ENGINE. APPLICATION FILED Aua.11,1915.

Patented Mar. 27, li-'?,

4 SHEETS-SHEET I.

lli

I. P. CARLSON. ExPLoslvE ENGINE. APPLICATION FILED AUG. I1, ISIS.

Patented Mar. 27,1917.

4 SHEETS-SHEET 2.

I. P. CARLSON.

EXPLOSWE ENGINE. APPLICATION FILED A UG.17, 19|5.

4 SHEETS-SHEET 3.

Patented Mar. 27, 1917.

I. P. CARLSON.' yExPLosIvE ENGINE. APPLICATION FILED AUG. I7. I9I5.

' Patented Mar. 27, 4191?.

' iieeaasi.

crank shaft uur crains.

JOHN l?. CARLSON, 0F BROOKLYN, NEW YORK.

EXPLOSIVE-ENGNE.

Specification of Letters Patent.

rai-,entes irai. er, ieri.

Application led August 17, 1915. Serial No. 45,989.

To al?, whom 'it may concern.'

Be it known that l, JOHN P. CARLSON, a citizen of the United States, residing at Brooklyn, in the county of Kings and State of New York, have invented certain new and useful improvements in Explosive-Engines, of which the following is a specification.

rll`his invention-relates to explosive engines of the type shown in a patent to David Duy, No. 1,142,316, issued June 8, 1915, and owned by me. r

.The object of the present invention'is to 'provide a novel'and improved construction and arrangement of the parts whereby the operation of the engine will be simplified and the cost of production, reduced, while the efficiency of the engine will be enhanced. The invention is illustrated in the accom panying drawings, in which:

Figure l is an elevation of a engine with parts broken away, my present improvements;

Fig. 2 is a vertical section of one of the cylinders with a portion of the valve or four-cycle embodying rotary sleeve removed, the piston being omitted; n Fig. 3 isa horizontal section on the line 'Fig'. /l is a horizontal section on the line cir-4 of Fig. 2;

Figs. 5, (l, 7 and 8 are diagrammatic sectional views, showing the position of the rotary sleeve and the relative position of the ports in the cylinder during each stroke ofthe piston; l

Fig. 9 is a detail vertical section.

In carrying out my invention, I employ any desired number of cylinders, indicated at l, which are secured upon the crank case 2. Within each cylinder is a rotating sleeve or valve 3 and this'valve or sleeve inclosesi, i

" will exteiid to the headwhich fits within the upper end of the cylinder and, consequently,

the piston 3 and constitutes a pressure cylinder.

5 near one end of the 'crank case and this worin gear meshes with a worm pinion 6 'on the lower end of a vertically disposed shaft 7 which is equipped at its upper end with a pinion 8 meshing with a gear 9 on the lower end of the achacent sleeve 3. The gear 9 meshes with a similar gear l() on the lower end of the sleeve in the adjacent cylinder and the said gear 10 in turn meshes with a similar gearl on the sleeve inthe next cylinder so that the sleeves in all the cylinders will be positively rotated through a train 'of gearing which extends A worm gear fi is secured upon the" longitudinally of the crank case. Between theunder side of each of said gears and the top of the crank case, l interpose a friction ring. l1 whichiits in an annular groove in i the under side of the gear and is secured upon the crank case. The ring is packed in lubricant so that the sleeve may rotate about its vertical axis freely and the fr'ictional wear between the parts is reduced. The

-lower end of the cylinder is offset so as vto project over the gear and thereby prevent longitudinalI displacement of the sleeve or valve.

The cylinders are each provided with a water jacket and a head 13 is secured upon the cylinders andts into the upper ends thereof, the said head being also provided with a water liacket. In the side wall of each cylinder, adjacent the upper end of the same, I provide a plurality of pairs of ports whichare so disposed that the web between the ports of each pair will be spaced 120 from the web between the ports of each of the other pairs. The webs are indicated at -llland it will readily understood that one ort l5 is intended to serve as an exhaust, while the other port 16 serves as an intake. The several exhaust ports communicate with an upper' annular passage 17 for-ined in the wall of the cylinder' and extending entirely around the Same, said passage communicat` ing with an exhaust manifold 18 which is indunted in any convenient manner upon'the eL eine and extends across the front of the several cylinders. In like manner, the intake ports communicate with a lower an nular passage 19 in the wall of the cylinder, which passage 19 communicates with-the intake manifold 20, as will be `readily understood. The ports l5 and l@ have their greatest dimension running yertically so that they 16 s0 that a perfect registil l or alinement of lll) the ports will be effected and the intake and exhaust operations facilitated.

It will` be readily understood that the sleeves or valves' will be continuously'rotated and that the several gearsy or inions connecting the sleeves with the cran shaft will be so proportioned that the operation -ofcthe sleeves will be properly timed to e feet the registry of the ports at thev desired intervals. By referring to Figs. 5,f 6, 7 and 8, itwill be noted that onthe intake stroke, each of the ports 21 yin the slee-ve 'will register with an intake port of the cylinder so that a copiouscharge of fuel will be admitted to the cylinder and this charge will be evenly distributed within the cylinder. As the crank shaft rotates, the sleeve will, of course, be rotated andthe ports will be carried out of alinement with the intake ports of the cylinder and will move to the position shown in Fig. 6 whereupon cornpression of the charge will begin, all the V p orts in the cylinder' being covered or closed.

u ring the interval required for the travel ofthe ports 2l from the intake port of one pair of ports to the exhaust port of the next part of its stroke before pair of ports, the charge will be compressed and tired, will be readily understood upon reference to Figs. 6 and 7 and, upon coinpletion of the tiring or power stroke,the ports 2l of the sleeve will be brought into registry or alinement with the exhaust ports of the cylinder, as shown in Fig. 8. Inesmuch as allthe exhaust ports communicate with'the annular passage 19 in the wall of the cylinder, a quick and complete exhaustion will be effected so that upon .a slight additional movement of the sleeve, the intake ports of the cylinder will be opened and a second charge may be received.

It will be noted" more particularly upon reference to Fig. 2, that the intake ports communicate with the wall of the cylinder by branches which extend upwardly from the annular passage to the lower ends of the ports so that the fuel will be admitted to the cylinder the instapt the piston uncovers the upper ends of the ports and, as these I close tol and preferably directly under the head bf the cylinder, it is obvious thata. full charge will beadmitted and that it is not necessary for the piston to move through a admitting 't'uel to the cylinder. rlhe exhaust ports have branches which incline upwardly there'lrom to communicate with the upper annularpassage in the wall of the cylinder so that` the burnt' gases will be driven from the cylinder in a natural course ol llow to exhaust fully and freely as the piston begins its exhaust stroke.

' Having 'thus described the invention, what is claimed as new is:

1. The combination et' a cylinder having the annular passage in )erts are arranged' ,port and having its upper and lower end walls inclined downwardl-v and outwardly `to conm'iunicate with the lower annular passage, whereby fuel drawn ,into the cylinder will be deflected upwardly, a rotary valve sleeve disposed within the cylinder and held against longitudinal movement therein and provided with ports adapted to register successively with all the ports in the cylinder, a piston reiprocating" in the valve sleeve, and means driven by the piston to continuously rotate said sleeve,

2. In ntern y combustion.engine construction, a cranli; case ,and cylinder' removably conneeteagtlze 'crankpase having a top wall formed wim rn opening communicating with the cylinder and 0f less diameter and in its upper face with a recess providing a chamber around and below the lower end of the cylinder, the cylinder being formed with inlet and exhaust ports, a removable cylinder head, a sleeve valve forming the exl'ilosive chamber proper rotatably mounted in the cylinder and projecting into the chamber fo1'1'ne l,lbet\veen the cylinder end casing, said valve being removable through the end of the cylinder when the cylinder head is removed, a gear ring detachably secured about the lower extending end of the sleeve valve, a packing ring carried by the gear ring and engaging the upper wall of the casing to shutoff the chamber from conl-l munication with the casing and cylinder' and thereby provide a lubricant space, a shaft extending through the upper wall of the casing and adapted to be driven by the englne, and a pinion carried by the shaft and meshing),` with the gear ring to continuously rotate the sleeve valve.

3. In internal combustion engine construetion, a cylinder, a crank casing, the cylinder and crank casing` providing between them im annular chamber of greaterv diameter than the internal diameter of the cylinder, @the cylinder being 'formed with inlet and exhaust ports, a cylinder head detachably secured to the cylinder and having a thickkvcned portion projecting within thevcylinder with` its peripheral edge spaced from thelperipheral wall of the cylinder, a sleeve v Ive rotatably mounted in the cylinder-V lorming the combustion chamber the eof, the upper end of the sleeve valve proj ing betweenv the cylinder wall and the inw dly extendiing` thickened portion of the cyll derneail, a packing ring carried by the thickened portion of the cylinder head and en` gaging the sleeve valve, a gear ring about the. lovver end of the Sleeve valve and Seating in the annular chamber, means releasable from within the valve oonneeting the valve and gear ring`r the sleeve valve being formed \vith openings adapted to register with the openings of the cylinder, and mians driven 10 by the engine Jfor driving the gear ring and its ySleeve valve.

-'l-. In internal eombustion engine construction, an engine cylinder having inlet and exhaust ports, a `removable cylinder head', a sleeve valve rotatable Within the cylinder and having ports toregister with the eylinder ports, the sleeve valve forming the combustion chamber of the cylinder and heing removable upon removal oi the Cylinder head, and means eoperating with that end of the sleeve valve opposite the Cylinder head for rotating the sleeve, valve.

In testimony whereof I ail'x my signature.

JOHN P. CARLSON. [Lsg 

